Train-pipe coupling



J. E. FORSYTH.

TRAIN PIPE COUPLING.

APPLICATION FILED APR-1,1920.

Patented New. 30, 1920.

4 SHEETS-SHEET 1.

J. E. FORSYTH.

TRAIN PIPE COUPLING. APPLICATION FILED APR. I, 1920.

1,360,631. Patented Nov. 30, 1920.

4 SHEETS-SHEET 2.

J. E. FORSYTH.

TRAIN PIPE COUPLING.

APPLICATION men APR. 1, 1920.

0 Wm n 0 Li mm x/ Mn h n I I P m J. E. FORSYTH.

TRAIN PIPE COUPLING.

APPLICATION FILED APR. 1, 1920.

Patented Nov. 30, 1920.

4 SHEETS-SHEET 4- f UNITED STATES PATENT OFFICE.

JOSEPH E. FOBSY'IH, OF CHICAGO, ILLINOIS.

TRAIN-PIPE COUPLING.

T 0 all whom it may concern v Be it known that I, Josnrrr E. FORSYTI-I, a citizen of the United States, residin at Chicago, in the county of Cook and S tate of Illinois, have invented a new and useful Improvement in Train-Pipe Couplings, of which the following is a specification.

This invention relates particularly to automatic train pipe couplings; and the primary object is to provide improved means of interchange, whereby cars not equipped with the automatic coupling may have their train pipes readily connected with the train pipes of cars equipped with the automatic coupling.

A further object is toiprovide an improved automatic coupling having special provision for preventing separation of the coupling-heads of the train pipes iirrounding a curve. Additional objects will appear from the description hereinafter given.

The invention is illustrated in its preferred embodiment, in the accompanying drawings in which Figure 1 represents portions of two cars, one of which is shown equipped with theimproved automatic pipe coupling, and the other of which is equipped with the usual hand-coupling, the view illustrating the manner in which the coupling of the train pipes is effected; Fig. 2, a broken plan view of the train pipes and coupling'connections shown in Fig. 1, the hanger or bracket for the automatic coupling being shown in section; Fig. 2 a broken plan view similar to Fig, 2, but showing a modification in valve arrangement; Fig. 3, an end elevational view.

of the automatic coupling shown in Fig. 1; Fig. l, a verticalsection takenas indicated at line 4 of Fig. 3, the view showing also a fragment of a companion automatic coupling-head; Fig. '5, a broken horizontal sec tion taken as indicated at line 5 of Fig. 4 and illustrating a catch for holding the valve in set position; Fig. 6, a broken vertical sectional view taken as indicated at line 6 of Fig. 2 and showing in detail a valve employed for controlling the passage through the automatic couplinghead, such valve being equipped with a tubular operating handle which serves also as a conduit when the automatic coupling is connected with the hand-coupling of another car; Fig. 7. a broken sectional view taken as indicated at line 7 of Fig. 2 and showing in further detail the same valve; Fig. 8, a plan sec- Specification of Letters Patent. Patented N 30 1920 Application filed April '1,

1920. semi in. 376,410.

taken as indicated at the corresponding lines of Fig. 11.

1n the illustration given in Figs. 1, 2 and 3 to 9, inclusive, and B represent cars equipped with car couplers A and B; C and D represent train pipes, which may be assumed to be air pipes oithe brake mechanism; E represents an automatic train-pipecoupling carried by a bracketfE. depending from the car coupler A and F represents a hand-coupling carried bythetrain pipe D.

The train pipes "C and D extendlongitudi nally of the cars, being disposed some distance from the longitudinal center. These pipes are shown equipped with the usual angle-cocks l andl2 by means of which the prongs o'fa companion coupling-head. The

member 3 isgprovided .at diagonally opposite corners with rounded surfaces 5 which merge with vertical surfaces or .edges .6. The base portions of the guide-prongs are ,provided ywith corresponding concave surfaces 5 and verticalsurfaces .6 which embrace the surfaces 5 and 6 of a companion coupling-head E when two cars equipped with automatic coupling-heads are coupled t0- gether. 'The base portions of the prongs afford. vertical shoulders "7 and horizontal shoulders 8 flanking the spaces 4 between the guide prongs. These shoulders serve to prevent relative rotation of companion coupling-heads; The coupling-head 3 is rovided with a vertical face 9 disposed in a transverse planeand adapted to be presented toa companion coupling-head. The base afford lateral bearing surfaces 9 which preferably are flush with the front surface 9 of the plate 3. r i

The automatic coupling E is shown adapted for use in connection with freight cars, but is adapted for connection with similar automatic couplings on passenger cars, which are provided with connections for airbrake, signal and steam-pipes. The head 3 is therefore provided with a central air passage 10 for air-brake purposes, and with perforations 11 and 121 above and'below the passage 10, the openings 11 and 121 being adapted to encircle the gaskets at the orifices of the signal and steam passages of a companion coupling-head when a freight car is coupled to a passenger car which is equipped with the automatic device. The central passage 10 communicates through a cored passage 10" with a vertical bore 12 of a valvecasing 12 which is formed integrally with the coupling-head, the casing 12 being disposed in the rear and at one side of the plate 3 and just back of the upper guide-prong 3. The valve-casing 12 has formed inte grally therewith a hollow boss 12 with which is connected a short diagonal pipe 13 which communicates through a flexible hose 14 with the train pipe C. In the bore 12 of the valve-casing 12 is a plug-valve 15 which is provided with a lower transverse passage '15 and an upper passage 15', which are in communication with the chamber or passage afforded by the hollow boss 12*. The upper passage 15" of the valve has a lateral opening which communicates with the interior of the boss 12 and has an axial upward extension 15 which communicates with the interior of a hollow handle or pipe 15 which forms a handle for adjusting the valve 15. The tubular handle 15 extends substantially horizontally across the upper portion of the couplingdiead and is equipped at its free end with a hand-coupling 15 which. is adapted for connection with the hand-cow pling F of the car B. The hand-coupling F is connected by a hose F with the train pipe D.

In the position of the tubular handle 15 shown in Figs. 1, 2 and 7, the valve 15 closes the passage 10 which leads to the face of the coupling-head 3 and places the train pipe (1 in communication with the interior of the handle 15, and thus with pipe D, when the parts are coupled as shown in Fig. 1. By swinging the handle 15 rearwardly, approximately a quarter of a turn from the position shown in Fig. 2, the port 15 of the valve will connect the train pipe C with the port 10*, thus leading the air to the central passage 10 of the automatic coupling, while the port 15 will be at the same time turned from the open posit-ion to the closed position. Figs. 8 and 9 show the valve 15 in a position corresponding with confined in a socket 116 at the lower end of the valve-casing 12*, the lower end of the valve being provided with a reduced extension fitted with a washer and nut 17, by means of which the spring is pressed against the shoulder afforded by the upper end of the socket 16 The valve is a tapered valve, and the spring is of sufiicient strength to prevent the valve from turning of its own accord from any adjusted position. However, it is preferred to equip the valve-casing with a spring projected locking bolt 18 (Fig. 5). which is adapted to engage either one of the notches or recesses 19 and 19 with which the valve 15 is provided. The recess 19 corresponds with the position of the valve shown in Figs. 1 and 2; and the recess 19 corresponds with the position of the valve shown when the passage 15" is closed and the passage 15 of the valve is opened to the port 10 The locking bolt or catch 18 is self-releasing, when sufficient force is exerted upon the tubular handle 15 to turn the valve. The bolt 18 is mounted in a hollow lug 18 formed integrally with the valve-casing.

The coupling-head 3 is equipped at its rear side with an integrally formed bracket or supporting boss 20, from which there extends rearwardly an axial stem 21, which is encircled by a conical spring 22. The stem 21 is shown in the form of a tubular member which extendsloosely through a suitable bearing 23 with which the lower end of the bracket E is equipped. The bearing 23 may be constructed in accordance with the construction shown in Forsyth Letters Patent of the United States Number 8 16,8 11 grant ed March 12, 1907, the stem 21 extending freely through the bearing and the bearing being provided with a suitable seat for the spring 22. The rear end of the stem 21 has secured thereto a stop or spider 2 1 which limits the forward movement of the coupling head E under the pressure of the spring 22. This construction is now well understood in the art and need not be de-.

scribed in further detail.

The central passage 10 of the couplinghead is shown equipped with a rubber gasket 25 which is accessible from the rear of the coupling-head by removing central plug 26, in accordance with the invention set forth in Forsyth Letters Patent of the United States Number 846,840, granted March 12, 1907.

It will be understood from Figs. 8 and 9 that the air passages of the valve-casing and valve may be so arranged that when the tubular handle 15 is swung rearwardly from the position shown in Fig. 2, both ports through the valve will be closed. Thus, it would be possible to cut oil? the air going to the other side of the car.

supply by means of the valve 15 itself While effecting coupling with, the hand-coupling F of the other car, provided the hose F were long enough to permit'coup'ling to be effected, after which the ipe 15 could be swung to the position shown in Fig. 2, thus placing the train pipes in communication.

The air can, of course, be shut off at the angle-cocks l and 2 of the train-pipes while the coupling is being effected. lilowever, there is a disadvantage in employing the angle-cocks 1 and 2 for two reasons. One reason is that the angle-cocks 1 and 2 are accessible from the side of the car and may be tampered with by some irresponsible party. Another reason is that when a brakeman goes between the cars to effect the coupling illustrated in Fig. 2, it is necessary afterward to open the angle-cocks 1 and 2. The angle-cock 2 is so located that the brakeman can open the cock when he steps back. after effecting the coupling; but to open the angle-cock 1 would necessitate It is preferred, therefore, to equip the automatic coupling with an independent valve for closing communication between the automatic coupling and the train pipe with which it is connected. This may be accomplished either in the manner shown in Figs. 10 to 13, inclusive, or in the mariner shown in Fig. 2

In the modification shown in Figs. 10 to 13, inclusive, the valve-casing and valve are constructed as above described. and the parts correspondingly indicated. There is provided, however, a sleeve valve 2? which is interposed between the plug valve 15 and the bore 12 oil? the valve-casing.

The sleevevalve is provided with a transverse lower passage 28 which is adapted to register with the passage 15 of the plug valve and with an upper passage 29 which is adapted to place the port 15 in communication with the interior of the boss 12", or to close the port 15, as desired. The upper end of the sleeve-valve L7 is equipped with an operating handle 27. As shown in Fig. 10, the valve-casing is equipped. with a stud 29*, which engages a segmental. slot 29 in the sleeve-valve, thus limiting the move ments of the valve. By this construction, communication with the train pipe C may be closed. while the coupling is being effected.

In the modification shown in Fig. 2*, the construction is the same as first described, and the parts are similarly designated. In

this case, however, the pipe 13 has substi tuted therefor a somewhat longer pipe 13, which has formed integrally therewith a valve-casing 30 in which is mounted a valve 30* equipped with an operating handle30l. This valve is'siniila-r to the ordinary anglec ock employed in connection with train pipes, and serves to establishor interrupt communication between the automatic train pi e coupling and the train pipe.

Vhen this angle-cock is employed, the

ordinary angle-cock, such as the angle-cock 1, may be dispensed with.

The surfaces 9 of the automatic couplinghead are preferably flush with the front face 9 of the plate 3. When two automatic coupling-heads are brought together under spring pressure, as occurs when two cars equipped with such heads are coupled, the gaskets are compressed, and the face of the couplingheads are brought into contact.

The bearings 9 which afford lateral extensions of the meeting faces of the couplingheads serve to give increased leverage, whereby the springs 21 may serve more effectually to hold the coupling-heads in interlocked engagement when the train is rounding acurve. This will be understood when it is borne in mind that if the coupling-heads tend to separate, they must do so by fulcruming up'onfthe abutting hear ing surfaces 9 at a point remote from the central longitudinal plane of the couplinghead. Because of the breadth of the bearing surfaces afforded by means of these extensions, the springs are able to hold the faces of the'couplingheads firmly together. which is the desired condition to prevent separation of the gaskets or injury to the gaskets, which might result were the coupling-heads permitted to work upon each otherby separation or relative movements of the coupling-heads. The condition desired is that the coupling-heads shall be so firmly held. together under all conditions 0? operation that the gaskets will themselves, by reason of their elasticity, compensate for any slight relative movements which may be inevitable.

It will be understood from the description given, that the invention provides an automatic coupling-head operating in an improved manner, and provides also means for ready interchange with cars not equipped with the-automatic coupling.

The practicability and satisfactory opera tion of automatic train-pipe couplings has been demonstrated by continuous practical operation for periods sufficiently prolonged to establish such p 'acticability. It is to be noted, however, that until railroads generally have their lines equipped with the automatic train pipe couplings, the feature of interchange is a consideration of primary importance, because ofthe fact that. for along time to come, it will. benecessary toprovide forputting into trains equipped with the automatic coupling cars which are not thus equipped; and in introducing the automatic train-pipe couplings in railway systems, the

feature of convenient interchange is of primary importance. p

, It is desirable also that-the interchange system be so 'devised that the cars will at all times be equipped with the necessary means for ei'lecting the interchange connection. In other words, it is desirable to provide against the danger of necessary parts being absent or misla-id when the interchange connection is to be effected. The improved device accomplishes the de" sired purpose; and from the description given it will be understood that when a car equipped with the automatic train-pipe coupling to be connected with a car not thus equipped, all that is necessary is to swing the member 15 from the inoperative position to operative position and connect its han :l-coupling 15 with the hand-couiling F.

It will be understood from Figs. 1 and 2 that when the interchange coupling is of tected, the parts are so disposed as to prevent the hose F from striking against the coupling-head. Thus chafing of the hose, when in use, is obviated and injury to the parts avoided. liloreover, the construction and arrangement are such as to reduce to a minimum any tendency oi? the hose to swing, so that the hoses are to a large extent relieved from the wear and tear which comes from incessant flexing or swinging of any considerable magnitude. For freight train service, particularly, the improved device is especially valuable, because of the great im portance oi": having the interchange coupling permanently carried by the train-pipe coupling-head. further advantage arises from the accessibility of the 1/ arts and the facility with which the hand-minding can be effected and the valves controlling communication with the train-pipes manipulated. Y

The foregoing detailed. description has been given for clearness of understanding only and no unnecessary limitations should be understood therefrom, but the appended claims should be construed as broadly as permissible in view of the prior art.

What I regard as new, and desire to secure by Letters Patent, is-

1. The combination with an automatic train-pipe coupling-head which is provided with a passage leading to the "face of said head, of a valve controlling said passage and having a tubular arm equipped hand-coupling adapted for connection with the hand-coupling of another car, said tubular arm being adapted to serve as a conduit for transmission of pressure.

2. The combination with the couplinghead of an tomatic train-pipe coupling, said couplinghead being provided with a passage leading to the face of the couplinghead, of a valve controlling said passage and equipped *ith an arm affording a conduit, said arm being equipped at its free end with a hand-coupling adapted for connection with a with the hand-coupling of another car, and said valve havin a passage adapted to place the conduit of said arm in communication with the train-pipe of the car carrying said automatic coupling.

3. The combination with the couplinghead oi an automatic train-pipe co 'pling, and a train-pipe connected with said cou pling-head, said coupling-head being provided 'ith a passage leading to the "face 0]": the coupling-head, of a valve-casin connected with said coupling-head and coinmunicating with said passage, a valve mounted in said casin and controlling communication between the train-pipe and said passage, an arm carried by said valve and provided with a conduit, said valve being provided with a passage for placing the train-pipe in communication with the corn duit of said arm and being provided with means for closing said passage, and a handcoupling connected with said arm and adapted for connection with the hand-coupling of another car.

The combination with the couplinghead of an automatic train-pipe-coupling, said coupling-head being provided with a passage leading to the face of the couplinghead, of a vertically disposed valve carried by said coupling-head and controlling said passage, an arm mounted on the upper end of said valve and provided with a conduit, said valve being provided with a passage for establishing communication between the corresponding train-pipe and said conduit, and a hand-coupling connected with said arm and adapted for connection with the hand-coupling of another car.

5. The combination with a coupling-head provided with upper and lower diagonally disposed guide-prongs, said coupling-head having a passage leading to the face of the coupling-head, ot' a valve disposed back of the upper guide-prong and controlling said passage, an arm mounted on said valve and provided with a conduit, said valve having means for placing a corresponding tram pipe in communication with said conduit and closing the passage leading to the face of the coupling-head, and a hand-coupling carried by said arm and adapted for connection with the hand-coupling of another car.

6. The combination with a coupling-head provided with a pair of guide-prongs and having a passage leading to the face of the coupling-head, of a vertical valve controlling said passage and equipped at its upper end with an arm adapted to extend crosswise back of the couplinghead, said arm being provided with a conduit and said valve being provided with means for establishing communication between said conduit and the corresponding trainpipe, and with means foreclosing said passage, and a handcoupling carried by said arm and adapted for connection with the hand-coupling of another car.

7. The combination with a coupling-head provided with guide-prongs and having a passage leading to the face of the coupling head, of a vertical valve mounted on the couplinghead and controlling said passage, a spring tending to hold said valve in adjusted position, an arm connected with said valve and provided with a conduit, said valve being provided with means for placing said conduit in communication with the corresponding train-pipe, and a hand-coupling carried by said arm and adapted for connection with the hand-coupling of another car.

8. The combination with a coupling-head provided with diagonally opposite upper and lower guide-prongs and with a passage leading to the face of the coupling-head, of a valve-casing formed integrally with said coupling-head and disposed back of the upper guide-prong, a valve mounted in said casing and controlling said passage, and a hand-coupling carried by said coupling-head and having a conduit controlled by said valve.

9. The combination with a coupling-head provided with a pair of diagonally opposite guide-prongs and having a passage leading to the face of the coupling-head, of a valvecasing disposed back of the upper guideprong, a vertical valve mounted in said casing and controlling said passage, and a hand'coupling mounted on the couplinghead and having a conduit controlled by said valve.

10. The combination with a coupling-head provided with guide-prongs and having a passage leading to the face of the coupling head, of a valve controlling said passage and equipped with an arm provided with a conduit, said valve having means for placing said conduit in communication with the corresponding train-pipe, an independent valve mountedpn the coupling-head adapted to close communication with the train-pipe, and a hand-coupling connected with said arm and adapted for communication with the hand-coupling of another car.

11. The combination with a coupling-head of an automatic coupling provided with .a passage leading to the face of the couplinghead, of a valve mounted on the couplinghead, a conduit leading to said valve and adapted for connection with a train-pipe, an arm mounted on said valve and provided with a conduit, said valve controlling the passage of said coupling-head and the conduit of said arm, a handscoupllng connected with said arm, and an independently oper- 12. The combination of a bracket adapted to be carried by a car coupling a spring projected train-pipe coupling-head mounted trolling communication with said passage and hand-coupling. A

13. 111 means of the character set forth, the combination of a bracket adapted to be carried by a car coupling, a spring-pressed train-pipe coupling-head carried by said bracket and equipped with diagonally opposite guide-prongs and provided. with a passage leading to the face of the couplinghead, a hand-coupling mounted on said coupling-head back of the guide-prongs, a valve mounted on said coupling-head and controlling communication with said passage and with said hand-coupling, means for releasably securing said valve in position corresponding with admission to said passage or in position corresponding with admission to said hand-coupling, as desired.

14. In means ofthe character set forth, the combination of a bracket adapted to be carried by a car-coupling, a spring-proj ected train-pipe coupling-head mounted on said bracket and equipped with diagonally opposite guide-prongs, said head being equipped back of the guide-prongs with a valve-casing, a vertical valve mounted in said valve-casing having its upper end equipped with an arm provided with a con duit, a hand-coupling carried .by said. arm, said valve controlling communication with the conduit of said arm, and a spring-held bolt adapted to releasably lock the valve in position, corresponding either with admis' sion to said passage or with admission to the conduit of said arm, as desired.

15. An automatic train-pipe coupling, comprising a coupling-head equipped with diagonally opposite guide-prongs and having between the base portions of the guideprongs diagonally opposite edge bearing surfaces, said head being provided at the horizontal central plane with lateral bearing surfaces, one of which surfaces is disposed above the lower guide-prong and the other of which surfaces is disposed below the upper guide-prong, said edge bearing surfaces being adapted to be embraced by the base portions of the guide-prongs of a companion coupling-head.

16. In means of the character set forth, the combination of a bracket adapted to be carried by a car coupling, a spring-projected train-pipe-coupling-head mounted on said bracket, said head being elongated vertically and equipped with diagonally opposite and guide-prongs having base portions shaped to embrace the edge portions of a companion coupling-head, the base portions of said guide-prongs being cut away at the transverse central portion of the couplinghead to afford bearingsurfaces remote from the longitudinal central plane of the coupling-head which are adapted to abut against corresponding surfaces of a companion coupling-head.

17. In means of the character set fortln the combination of a bracket adapted to be carried by a car-coupling, a spring-proj ected train-pipe coupling-head mounted on said bracket, said head being elongated vertically and equipped with diagonally opposite guide-prongs having base portions shaped to embrace the edge portions of a companion coupling-head, the base portions of said guide prongs being cut away at the transverse central portion of the couplinghead to afford laterally extended bearing surfaces flush with the face of the couplinghead and adapted to abut against correspending bearing surfaces of a companion 25 coupling-head.

JOSEPH E. FORSYTH. 

